DHV-Gütesiegel 2008

08.10.07

After an intensive test and analysis phase and two 

meetings with the manufacturers and their test pilots, 

the DHV has finalised the necessary changes for the new 

DHV Gütesiegel requirements 2008. The main points of these 

changes concern recovery characteristics after collapses and during diving spiral dives.








DHV Gütesiegel 2008
In the time period prior to 2003 we had some DHV 1 and 

DHV 1-2 rated paragliders 

that stood out from the others by having handling 

characteristics which were too

 demanding for pilots who should have been able to fly them easily. A

s a result, the DHV initiated changes to the airworthiness requirements for 

paraglider classifications DHV 1 and DHV 1-2 so they became more restrictive. 

After some initial doubts, 

pilots and manufacturers accepted and welcomed 

those changes.
Passive safety for the pilots was improved without taking out the fun and joy of flying.

Paraglider development is a dynamic process. There is a tight competition

 for the highest performance possible within a particular certification class and correspondingly, 

manufacturers often work close to the upper limits of these classes.

As in 2003 we are now beginning to experience a similar situation 

where some of those so called “high end wings” are starting to stand 

out with their handling characteristics. The individual test requirements 

for their classification are passed, but when summed up, the overall flight characteristics are too 

demanding for the skill level of the intended group of pilots.

This tendency started to show up in 2006 and 2007 and is clearly 

taking a similar course to that prior to 2003. Accident reports, 

experiences of flight schools and SIV safety trainings, pilot 

reports and personal experiences of DHV personnel require that some 

corrections to certification be made.

We want to make sure that flight safety is not endangered by the 

positive tendency towards optimized performance and handling.

After an intensive test and analysis phase and two meetings with the 

manufacturers and their test pilots, the DHV has finalised the necessary 

changes for the new DHV Gütesiegel requirements 2008.

The main points of these changes concern recovery characteristics after 

collapses and during diving spiral dives.

Asymmetric collapse

Through accident analysis we see that in “real life” the wing area influenced 

by an asymmetric collapse can be significantly greater than those induced 

during “Gütesiegel” tests. Deep asymmetric collapses are often far more 

aggressive than shallow collapses, even when the collapse influences 

less of the paragliders wing span.

Deep collapses occur in practice due to turbulence, and also as opposing 

collapses after a primary disturbance. Click the photograph for real-life video samples.
                

It is clearly visible in the two pictures, that the folding line which is 

deforming the wing in its depth is steeper than 45° (the current testing standard for airworthiness) .    

This problem area is also be confirmed by some of the 

latest accident reports.

Accident report (DHV 1-2), pilot
After a prolonged thermal flight I I experienced an impulsive collapse of 

the complete right side. The wing immediately went into a spiral dive. 

Opposite braking had no effect. I was surprised by the wings 

behavior which I could not stop.
Accident report (DHV 1-2), eyewitness, 

instructor pilot
Heavy collapse of one complete side about 60m above ground. Pilot shows 

no reaction and the wing rotates (surprisingly fast), immediate spiral 

dive into the (luckily very steep) terrain.
Accident report (DHV 1-2), eyewitness, 

paraglider pilot
Moderate collapse of left side, follow by self-recovery and an immediate 

collapse of the right side that continued into a spiral dive into the ground. 

Deployed rescue parachute did not open in time.
Accident report (DHV 1-2), pilot
Large collapse (complete right side was hanging down), 

wing turns toward 

the mountain and goes into a spiral dive. Rescue 

parachute was deployed.
Accident report (DHV 1-2), eyewitness and pilot
The canopy first felt soft and then collapsed. The collapse was not 

diagonal but folded the wing vertically down. Fast rotation and brutal 

frontal impact after 50m into the rocks.

Additional test flight maneuvers for collapses
In the future certification testing for DHV 1 and DHV1-2 rated wings 

will include deep collapses with a fold angle of 60° to the lateral axis. 

This will be performed to collapse 60% of the wing span. 

With DHV 2 rated wings the test will be performed in instances where the 

wing design always produces collapses at a fold angle greater than 45°.


The lower wing area is marked accordingly for exact control and repeatability.


Below: Collapse, approx. 75% of wing span with approx 45° fold angle


Below:  Collapse, approx. 60% of wing span with approx 60° fold angle


The DHV has performed intensive re-testing of already certified paragliders 

in categories DHV 1 and DHV 1-2 with the more demanding future test requirements.

 There are no changes in rating/classification for some of the tested category 1 paragliders. 

There are two examples below. Click photographs for video.

              
Advance Alpha        U-Turn Bodygard           


As expected different results were achieved in category DHV1-2. While “low end” 

paragliders in this category did not reacted significantly differently to deep 

collapse testing……. (click photographs for video)
             
 Nova Rookie            Team 5 Blue

…. some “high end” wings attracted our attention through there aggressive 

and dynamic reactions. These paragliders will be re-classified and receive 

rating changes into a higher categorys in the future. This test procedure for 

deep asymmetric collapses simulates situations which may occur during normal 

flying conditions and is well suited to indicate when a paraglider reacts too 

agressively for a particular category.

The result will be an improvement in flight safety, concerning 

the paraglider itself, 

but every pilot has to be aware that even larger collapses than those tested 

cannot be ruled out in turbulent flying conditions.

Future requirements for flight tests according to the DHV Gütesiegel, 

concerning asymmetric collapses:
Category 1 and 1-2:
1. Approx. 60% wing span, approx. 45° fold line. In cases where the wing 

reacts with a fold angle greater than 45° without test pilot influence, this will 

be rated. 2. Approx. 60% wing span, approx. 60° fold line. 3. Approx. 75% wing 

span, approx. 45° fold line. In cases where the wing reacts with a fold angle 

greater than 45° without test pilot influence, this will be rated.
Category 2:
1. Approx. 60% wing span, approx. 45° fold line. In cases where the wing 

reacts with a fold angle greater than 45° without test pilot influence, this will 

be rated. 2. Approx. 75% wing span, approx. 45° fold line.
Category 2-3 and 3:
1. Approx. 60% wing span, approx. 45° fold line. 2. Approx. 75% wing 

span, approx. 45° fold line.

Spiral dives
There are still numerous accidents throughout Europe due 

to spiral dives.
2006:
France: Two casualties (DHV 1-2), Austria: One casualty (DHV 1-2) , 

Germany: One casualty (DHV 1-2)
2007:
Switzerland: Three students died ( two DHV 1, one DHV 1-2), Austria: 

One casualty (DHV 1-2)

Flight schools and SIV safety training course pilots report aggressive 

reactions from many different paragliders, even some rated DHV 1 during spiral dives.

New spiral dive test procedure.
Initiation: The DHV will perform an additional test procedure for the 2008 

Gütesiegel, concerning behavior during spiral dives.

The following will be added: the test pilot is to initiate a spiral dive using 

brake and weight shifting during a 360° turn. A dive with minimum bank 

angle of 60° and minimum pitch angle of 60° must be flown. Thereafter 

both brakes shall be released and body weight must be 

centered to a neutral position.


New spiral dive test procedure. Initiation

The paragliders reactions over the next 720° (two turns) will be rated. 

With category DHV 1 wings , no acceleration may occur and termination 

of the manoeuver must be simple.
In cases where the paraglider accelerates, the wing will be rated 

DHV 1-2 in combination with a simple termination.
Should the termination be demanding, such as requiring aggressive braking action, 

it will be rated DHV 2 or even higher. Clicking the photographs shows 

two example videos of DHV 1 wings with smooth and acceptable reactions 

during this maneuver. These paragliders decelerate during the

 spiral dives without assistance.
            
Advance Alpha 4     Swing Axis

During testing, several wings demonstrated aggressive spiral dive characteristics

 when re-tested under these new procedures.

The new tests ensure more exact testing and evaluation in a particularly 

relevant of the accident areas of flight.

Future requirements for flight tests according to the DHV Gütesiegel, 

concerning spiral dives:

Deceleration within 720° = DHV 1

Constant speed with simple termination by using little brakes and/or 

shifting of body weight = DHV 1

Little acceleration with simple termination by using little brakes and/or 

shifting of body weight = DHV 1-2

Constant speed with demanding termination = DHV 2 or higher

Acceleration with demanding termination = DHV 2 or higher

A summary of the other changes to certification requirements

In addition to the changes in test flight procedures for paragliders we 

will also supplement the requirements for paraglider harnesses and rescue systems.

Rescue systems:

Maximum allowable altitude loss for effective opening will be reduced 

from 60 to 50 meters (164 to 197 feet) to keep up with the current state 

of technology. Most of the rescue systems recently tested, have successful 

and effective openings at less than 60 meters deployment height.

In addition to the existing weight values for a 6,8 m/sec descent the weight

 values for 5,5 m/sec descent will be stated. This gives the pilot a better

 way of choosing the desired equipment: faster opening times (

higher weight load) or lower descent rates (lower weight load).

Rescue system inner containers have to meet a new uniform standard, regarding

 the attachment of loops for deployment handle mounting. This is to prevent 

wrong mounting of the handle and corresponding difficulties when pulling the 

rescue from its outer container.

The maximum length between deployment handle and inner container may 

not exceed 45cm. Over-long connecting loops often prevent an active, 

forceful deployment of the inner container.

Paraglider harnesses:

The possibility to mount protectors on the sides must be 

provided in the future.

Paraglider design features: The manufacturer has to mark the tuning 

range of the steering/brake lines in such a way that these marking stay permanently visible.

Many Thanks for this very important page goes to our very keen and safety conscious Secretary

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Safety Notices 21 November 2008   PARAGLIDERS: 360 DEGREE TURNS AND NOSE-DOWN SPIRAL DIVES Following some recently reported incidents prompting further investigation, it has become apparent that it is possible for pilots to unintentionally enter a nose-down spiral dive from a sustained 360 degree turn – and that recovery from this spiral can be difficult. These characteristics tend to be worse on the ‘safer’ low aspect ratio EN A, B, LTF (DHV) 1 and 1 / 2 wings. Read more HERE     9th Aug.2008 Hi Everyone. please read and open pdf for very important safety issue regarding Supair harness buckle defect ! Link :  communique_securite_n3_gb       (pdf file, size 2 Mb) Find below the text (without pictures) of this safety notice. It has been send to all of our distributors, retailers and manufacturers . L'équipe SUP'AIR       SAFETY NOTICE N°3  A few harnesses equipped with light quick release buckles have experienced involuntary releases of the locking mechanism in flight and primarily with the front ( red ) Safe-T buckle.  Priority :  High                Publication date  :  August 6th 2008 Reason : The two small protruding release mechanism on the female side of the buckle, do not come back in place to secure a fully locked position. Q : Which harness model can be affected ? Here are the harnesses equipped by the factory with these quick release buckles: 2008 models : ALTIX - VAMP - HYBRID - ALTIRANDO XP - VAMPAIR - X-ALPS - EVASION - XC - KINDER Airbag 2007 models : in addition to the previously mentioned harnesses : ALTIPLUME Airbag - ESCAPE Airbag - X-Ride - X-Ride Airbag. Note: if your harness was upgraded with the light quick release buckles, make certain to verify the stamping on the buckles and find out if they are part of the above potentially problematic series. This  problem  is  not  relevant  to  the  harness  itself  but rather to the quick release light as well as the " Safe-T " buckle. The possibly malfunctioning buckles are stamped with the following markings : A08 or B08 which corresponds to their manufacturing date ( date also indicated on the harness's  label  ), valid between  January 2008 and  July 2008.   The defect  is  located on  the  female part of  the buckle.  Q : What should I do if my harness is part of the list ? Make certain the locking mechanism works smoothly and properly. To do so,  proceed with the following opening and closing sequences : 1 - From a Closed / Locked buckle :  symmetrically depress the two ( 2 ) release protruding levers located on either side of the female buckle,  pull the male buckle out then,  push / lock it back into place.  The two ( 2 ) protruding levers on the female buckle section,  MUST extend out FULLY again ( see graphics ). Repeat the whole sequence three ( 3 ) times.  2 - From an Open / Unlocked buckle :   symmetrically depress the two ( 2 ) release protruding levers located on either side of the female buckle,  and push / lock the male section into place. The two ( 2 ) protruding levers on the female buckle section,  MUST extend out  FULLY again ( see graphics ).   Repeat the whole sequence three ( 3 ) times.  Note :  Regarding the red Safe-T buckle,  the test sequence MUST be repeated for both female sections on either side of the central male insert or twice per Safe-T buckle. If,  in any case,  one ( 1 ) or two ( 2 ) of the protruding small levers do not come back to their initial locked position,  we will ask you to contact us in order to choose the best shipping solution  to  send  your harness back  to our  facility via  your usual dealer or to us. Sup'Air will cover all shipping costs ( both ways ) including the necessary repairs.  Note : SUP'AIR  takes pride in its manufacturing process,  top quality gear and quality  control. Please  accept our apologies  in advance  for any possible inconvenience  you  may  encounter with your harness.  We will work to the best of our abilities to correct the problem and make certain you will resume flying  as  soon  as  possible  with  full confidence.  IMPORTANT : in any case and regardless of the quick release buckles used,  you MUST and prior takeoff,  run through a systematic pre-flight check list to insure for all to be properly locked and secured in place.  Pay especially attention to the locking sequence and mechanism in a snowy or sandy environment.   Always be VERY careful and aware of your gear's functionality.   Blue skies !        1st Aug 2008 Someone at my local freeflying club has had a Carabiner failure, revealed during a DI (daily inspection). This has, as you'd expect, sparked a discussion and the question has arisen - '...what do the motorheads use' so I thought I'd find out Personally I've switched to stainless steel on both my freeflying and motoring gear, what Carabiners do you use? Nigel 28th July 2008   From: parajetsimon  PARAJET SAFETY Date: Friday, July 25, 2008, 8:42 PM It has been brought to my attention that numerous Parajet motors are suffering from catastrophic failure of the starter motor fixings. The problem seems to eminate from the rear bolt shearing or vibrating loose and becoming detached. This inturn causes the starter motor front securing plate to fracture releasing the starter motor. The starter will then hang from the earth lead and will be bounced around the engine when it has contact with the propeller causing damage to components within it's circumfrance (exhaust, frame, air filter) Eventually the earth lead will snap and the starter motor will become detached and pass through the propellers casuing further catastrophic damage before falling to the ground. I am also aware that the vibrations (a problem with all paramotors) is causing structural cracks of the exhaust mounts on Parajet units. If these crack whilst the engine is running there is a real risk that the exhaust will hit the propellers casuing damage and component failure. (Tolerence circa 10mm when secure) I would advise all Parajet owners to check the exhaust mountings before and after every flight for this problem. I am also aware there is a manufacturing problem with the drive belt pulley. This is causing the multi Vee belt to be stripped prematurely. I would advise pilots to double check new units that may have a faulty pulley or pilots that have recently bought a Goodyear type belt to check their units after every two hours of use for wear/failure of the drive belt. This is posted purely to keep all pilots safe and informed and not intended as a slurr on Parajet, a unit that I fly and continue to enjoy. Simon.         IMPORTANT SAFETY CHECK   HE 120 PARAMOTORS 17 July 2008 Hi Everyone,                       It has been discovered during a pre-flight check that one of the steel mounting brackets welded to the top of the cage of the HE 120 paramotor had failed leaving only one bracket to take all the thrust and torque effects of the motor. In the event of failure of that last bracket at the top of cage the consequences would have been catastrophic. Would everyone with HE120 units do a detailed check now please or before your next flying day.  Safe Flying Jerry Parles Safety Officer IPPHA PS the upgrade below is our attempt at sorting out the problem and is in no way a statement that if you have the same problem that this is the way you should resolve it. New cross bar support welded in place and re-weld old brackets also as original welds were very weak.                            ↓   Weight shift arm brakes !   October 07, 2007   THIS IS AN IMPORTANT SAFETY NOTICE TO REMIND ALL PEOPLE WHO OWN PARAMOTORS WITH ALL LOW HANG POINT SYSTEMS - PLEASE READ THE FOLLOWING MESSAGE WITH MORE DETAILS TO FOLLOW. ALL PILOTS MUST COMPLETE ROUTINE MAINTENANCE AND ROUTINE PRE FLIGHT CHECKS ON FLYING EQUIPMENT. FOR PEOPLE WITH LOW HANG POINT PARAMOTORS IT MIGHT BE POSSIBLE TO CONVERT TO A HIGH HANG POINT SYSTEM (MORE DETAILS TO FOLLOW). Hi Paul, Been thermaling with my Sperwill machine today over the Berwyns & my weight shift arm broke at the pivot, the m8 allen bolt sheared off. The arm moved outwards first & then broke off with me grabbing hold of it! But the design is such that it won't seperate from the glider but moves the risers nearly out of reach, after turning off the trimmers I could steer fairly well with the motor nearly horizontal under me & I could get the motor in the right place by standing in the harness. Trouble was I was too high to land in the big field in front & tried some S turns to lose height, ok until I turned into the side that hadn't broke & the glider spun, me going backwards & dropping like a stone, recovery was instant & I was at the right height to land ok if a bit gammy! Spoke to the farmers wife who said it looked like I just fell out of the sky & she was very surprised to find me ok. Problem is what to do now? My own frame will take the Vittorazi engine ok but the arms are pivoted on m8 bolts as the Sperwill. Joseph tells me to get an Apco high hangpoint harness but how do you steer the Apco when in reflex? The Sperwill setup meant you could leave the brakes alone & just lean to turn. Also would I have to have the torque arms like on your machines? & what are they like to thermal? I'll give you a call this week, Regards,                                                              Roger Pearce. Old Style Starter Alert Dec.14 2006 Recent reports have indicated that the old-style recoil starter on Black Devil 172 motors may engage in flight. The indication is a momentary loss of power. If the starter self-engages, small parts may bounce around and possibly damage the magneto.  The internal rope pulley gets torn up and the rope breaks in multiple locations. This creates a hazard in that the pull handle is no longer attached to the starter and can migrate into the propeller causing a premature end of flight. We've been told of at least two cases where this has happened. The newer 3-dog starter is reported to correct the problem. Contact your dealer for replacement. courtesy www.footflyer.com Starter Mount Cracks Nov 6, 2006 We've been told of several Black Devil 172cc starter motor brackets failing. If it breaks completely, the starter may go through the propeller and cause other damage. Please inspect your bracket closely before each flight by cleaning it thoroughly and looking for cracks. Contact your dealer for a replacement.  Open Carabiners Sept 29, 2006 Thanks to Robin Rumbolt for sharing this picture of a very scary situation. This pilot was quite close to a catastrophic situation on two fronts. One, a significant bump that unloaded that riser could have caused the riser to come completely out, leaving the pilot spiraling uncontrollably down on the remaining side. Two, the carabiner has only half its strength and a strong updraft could break it (the labeling shows it can withstand 18 KN of force closed but only 7 KN if open). Cage/Netting Looseness July 2, 2006 There have been 6 incidents where pilots, who were in their harnesses and either flying, launching or landing got their hand or part of a hand in the prop. Several of these involved netting systems that had become loose and one involved a brake line getting in the prop and pulling the pilots hand into the prop. If you can push 30 - 50 pounds against any part of your cage or net with an open palm and touch any part of the prop, your netting is too loose.  Propeller Sap Defects Mar 13, 2006 There have been two cases reported of sap coming out of a wood propeller. One flyer sent pictures of this one (made by Aztec props) because the seepage was so severe and included the bolt holes. Although no failure occurred, we consulted with two other propeller makers (and showed them the pictures). They suggested that such props should not be flown unless the defect was corrected and then thoroughly strength tested.  One manufacturer said that these defects, called pitch pockets, do occasionally appear but they should be cleaned out and filled with epoxy. If delamination occurs from that repair then the prop should be retired. They further added that it is not acceptable for the pocket to go through a bolt hole as that will further weaken the prop. We recommend removing any prop with such a defect and returning to the manufacturer for inspection.  Sky 100 Redrive Cracks Mar 13, 2006 There have been at least 3 cases where the reduction drive on Sky 100 paramotors have developed cracks. In one case the crack was approximately 3/4 around the the case and was likely close to failure. This failure would result in the prop and back half of the redrive departing the motor. Your redrive should be inspected closely before each flight and, if a crack is found, not flown.  If you find a crack, report it to your dealer or Sky Engines. Click the picture for a full sized view. Fuel Tank Breach Oct 175 There have been at least 4 cases on low-mounted fuel tanks where, after a fall on takeoff or cage hit on landing, the spinning propeller has contacted the fuel tank causing a large spray of fine mist. Although there has never been a fire, it would only take one spark from scraping metal or other source to ignite the combustible mixture. If the tip of your propeller is within about 3 to 4 inches of gas tank, it may be susceptible. Possible corrective measure are: 1) install a thinner gas tank to improve clearance, 2) increase the motor distance/angle from the prop or 3) put a protective barrier strong enough to protect the tank from a prop strike.  Contact your manufacturer to see if there are any fixes available if you observe this situation. Snap 100 Prop Departures Sept 15 On Snap 100 machines, the propeller assembly is held onto a spline shaft with one bolt. For whatever reason that bolt has proven prone to back out, allowing the prop to fall off the machine. Under power the prop is pushing but when the pilot throttles off the windmilling prop is being pushed backwards by airflow and can fall off. Prop assemblies have fallen off at least 4 time under exactly these circumstances. We recommend this bolt have Locktite (or similar) applied AND be inspected for tightness before every flight. Mult-Pattern Hole Prop Defects Aug 125 On Aug 7, 2005, During a full power takeoff with a Bandit frame using a Black Devil motor, this Aztec propeller came apart just before liftoff. It caused significant damage to the frame and shed pieces nearby in the field. Examination revealed that the prop sheared along drill holes that wound up being in line with each other. These holes are done to accommodate different hole patterns used by multiple manufacturers. If you have a similar propeller with this hole pattern, consider replacing it with one having ONLY the holes for your bolt pattern or using well under full power. Click the picture for a full-sized view. Swing Arms That Go Inward Aug 11, 2005 If you have an AeroThrust "Velocity" machine with arms that swing inward (allowing the two arms to come together) there is a simple change that should be made to your machine before flying again. Without the mod it is possible to twist around in the risers under some conditions (high thrust, especially during takeoff).   The solution is to prevent the arms from coming in more than perpendicular to the propeller plane. They can swing outward, but should be stopped from swinging inward toward the pilot. A recent incident that occurred on a prototype machine brought this possibility to light for some other models. For more information and a simple recommended solution, please visit Apex Para Sports. Note: if you ever feel yourself start to twist around while in flight, immediately ease off the power (smoothly) and raise your hands to 1/4 brake then flare before touching down (if impending). Throttle Setting Jan 07, 2005 It has been brought to our attention that two new paramotors have arrived with the throttle apparently set to full. One was started, went to full power and resulted in serious injuries to a bystander who tried to help (see incidents). Both were Walbro carburetors attached to Black Devil motors. This likely has less to do with this particular brand but rather is the result of it currently being a very popular choice. Please check your throttle linkage, only start your motor with it on your back (somebody else pulling it) or secured to something solid. Also, have the throttle grip in your hand in such a way that you have immediate access to the kill switch and the throttle cannot be activated if the motor powers beyond idle. Black Devil Exhaust July 26, 2005 Paul Williams, a pilot in England has reported that after landing to refuel he found the end of the muffler had rotated towards the pilot. The fuel tank and filler cap were destroyed and a hole burnt into the harness.  He states: "THIS EXHAUST MUFFLER IS THE MODIFIED VERSION WITH THE POP RIVET TO PREVENT ROTATION. ONE RIVET IS NOT ENOUGH. I SUGGEST USING AT LEAST 3 AND MAKE CERTAIN THERE IS NO PLAY TO BE FOUND." Further, he thinks that the pop rivet rattled loose and wore itself out. The full report can be viewed at the Paraventure.co.uk web site. This should be fixed prior to the next flight as it represents a fire risk. Thanks to Ray McMahon for submitting the report. Aero Corsair Muffler Flange May 28, 2005 JPX Italia has discovered that a batch of mufflers manufactured for their Black Devil motor may develop cracks in the flange. They have taken the appropriate action of advising pilots and offering a repair free to owners who have purchased those serial numbers affected. They immediately request owners to safety wire their mufflers (something that is recommended anyway) and will send a replacement part as soon as possible once properly notified. Alex Varv, the US importer for the motor, has posted a complete description on the problem and it's cure. The temporary cure and complete advisory can be found here. For more information contact Alex Varv. Locking Carabineers Opening Apr 4, 2004 A rare circumstance that that allows a common type of locking carabineer to open unexpectedly has been identified by the German certifying organization, DHV. Just having the gate open dramatically reduces strength but, in this case, the riser came off the open carabineer resulting in an accident with fortunately minor injuries.  While this one was a free-flying pilot, it could also apply to motored flyers as well. Click here for the DHV article in English.  It occurred during a reverse inflation where the riser engaged the locking button, resulting in an open gate during flight. It was un-noticed by the pilot and subsequently came off in a turn, causing the entire riser on that side to go free. One solution is to simply look at your carabineers immediately after launch to make sure that the gates are indeed closed and, if not, land immediately. A lot more incidents Here   (Excellent resource from our friends in USPPA) and also the UK.   Many Thanks to the USPPA for these items   BACK TO TOP ^